Clutch mechanism



Nov. 4, 1930. Fks. MILLER.

' CLUTCH MECHANISM Filed July 10, 1929 5 Sheets-Sheet l Inventor 75727 f Wi/vnor-my Nby. 4,1930. F. s. MILLER 1,780,241 7 CLUTCH MECHANISM Filed July 10, 1929 r 5 Sheets-Sheet 2- E -J A f/[87' NOV. 4, 1930. I F, s, MILLER 1,780,241

CLUTCH MECHANISM Filed July 10, 1929 5 Sheets-Sheet 3 Inventor A ttorney Nov. 4, 1930. F. s. MILLER V 1,780,241

' CLUTCH MECHANISM Filed July 10, 1929 5 Sheets-Sheet 4 r 45 O O v Inventor Q By s 'A iiorney 1. F. s. MILLER 80,

CLUTCH MECHANISM Filed July 10, 1929 I l l I I Inventor 5 Sheets-Sheet 5 Patented Nov. 4, 1930 Foens. MfLLER; or .NEw's'AnEt KANsAs CLU iCH lvieofmlitfsiii Th invention re'l atesto clutch mechanisms a l-rd hes its primary objec the provision of en improvedmechanism of the class mentioned which will obviatethe necessity ofthe a use of ring-gears; 7 H

Another ver important object of this inventi on iSTtOfPlO'Vi'ClG a mechanism. of the Figure" 1* is a view'pertly in section, and

partly in elevetionr through a chitchonechanis r constructed'in accordance with this invention illustrating a forward' and reverse clutvhfor automobiles or any suita'blemotor. FigureYEZ is ari' end View partly in section aiidnartiyiirr elevationlooking into the easing frolr'r the left liandside of Figure-1;

-"gure 3 is a view similar to Figure 1, wing amodificationfof'the invention, and

of a single control.v K A,

Figure-eds a View SlIYlllePtOFlgilIG 2, the end-ofthe outer casing" being-removed.

Figure" 5 is verticaltransverse sectional View, takensuhstaiitiilly on the line 5-5 of Figure 3,-a-nd loolmngtmthe direction of the arrow. 1

similar partsthroughout the several views, it

or motor shaft which-extends into and is-journa-led in a 'bea'ring 7-;f0rmed inthe covert? of.

a cr. is; A as clear-1 shown-inFi ure 1- and the saidj shaft' 5',-eXter'1'ds horizontally within the ce singwand'on its; i'nfier end is provided witha double bevel-ledgeer 8. As shown,

if? the gear'S isofrpeeulielr construction having :1 .z atrati-ng how bothforward and reverse motion earn be controlled throu gh the medium Vithrefer'e-fice morein detailt-o the drawings. and where11'r"l1ke'-*numerals designate exerted on the differential drive sh? we; seen No". 277,125;

ogpositely bevelled e'dges to lei'ovi le it we double faced bevelled gear.

Ari anged within the casing A and rotata-hly mounted on the drive shaft 5 and driven shaft 5" is a housing B1 The housing B is" so 55 formed as to pro de a gearcompartment (J an d'a pair of laterally extending sp steed coinpartnients D. These compartments D constitute cylinders'en'd are to he filled withoil, air, or like fluid, for a purpose to he hereinafter more fully set forth. Thejnner walls of the compartment B constitute a suitable hearing for the reeeption of the lnain motor shaft 5', as illustrated. It is also to'he noted, that at their inner ends the compartments Deonimunicate with the gear chamber; C. The compar ments D are of course closed at their outer ends and through which closed ends extend suitable valve casings" 9 '9. The piirpose'of these valve casings will bev herea: inafter more fully set forth. J-ournalled withinfhe gear compartment C of thehousing B'is aegear shaftll, said gear shaft haw ing reduced:extremities at itsoppositei ends, the reduced"extremities being journaled in75 oppositejwalls of the housing B Keyed t0 thereduced extremities of this shaft 11 are the bevelled gears 1E2,12. u The difi'ereht drive shaft 5, whichflis Journaled in the rear ll of the'casihg A also extends into the i'iousing'fB, andhas on its inner end and loo-ted with i the ehzunher G the sitidh, e bevelled gear 13. Thus it will hese the 8 Mid gear 13' are in opposel 111 ,on, on (liemetricaily oppositesideso ft 11.

In'this coene n, it will be ee, that as the motor of the 1 r liG rimming, the hemeiiig B and thesh 5 and 5 wil all in the same direc n. Conseq'uehfl hoi 'sing 'Bwei-e stationary, and I runiiin'g, the shaft 5 will rotate i posite direction. If friction he an ll tween the' gears 12-12 and th i 9' or'the gears 12 -12 he etione iferentiai shaf 5 wouid 1 o've in of the'ino'tor; Consequently, if Erie applied to the housirrg B, a press:

gearings 8, 1212 and 13 in a direction of rotation opposite from the shaft 5, as is apparent. This of course would be very well for a reverse. However, it would be a waste of power, and cause noise and wear on the moving parts of the Clutch to have anything turning when the vehicle was in a forward motion. Thus, by having the gears 14 and 15 respectively, said last named gears being arranged on crank shafts 16 and 17 respectively, journaled respectively in each of the cylinders D-D, adjacent the open ends of the cylinder in operative relation to the double bevelled gear 8, for mesh with said gear 8, friction may be applied very gradually between the gear 8 on the motor shaft and the housing B aswill be fully appreciated, when the following operation and construction is considered.

In this connection, then, it will be seen that I provide on each of the crank shafts 16 and 17, a pair of alternately operating reciprocating pistons, said pistons being arranged in pairs, the pistons of the respective pairs be ing operatively associated with the crank shaft on opposite sides of each of the gears 15 and 14 respectively. As shown, adjacent their closed ends, each of the cylinders DD are providedrwith intermediate walls D. These walls provide chambers for the pistons of the respective pairs operable within the cylinders. Obviously the pistons of the re spective pairs have their connecting rods fixed as designated generally as at 19, to the crank of the respective crank shafts'lG and 17 formed thereon at opposite sides of the gears 14 and 15. Of course it is to be understood that the gears 14 and 15 are each bevelled gears for suitable mesh with the gear 8.

The closing or outerwalls of the cylinders D are each provided with intake ports 20 and 21, formed therein and communicating with the outlet port of the valve casing 9 and the piston chamber of the respective cylinders DD.

' Slidable on the motor shaft 5' is a disc 22,

suitable bore, formed on the outer face of the bisecting walls D of the cylinders and are normally held in closed position through the medium of springs 23 located within the bores, one end of the spring extending against the'said inner endof the valve stem,

for urging the pins outwardly of the valve casing as is apparent. When the valves 9 are closed, there is produced a lock unit, for ward drive, as is apparent.

Manually controlled means are utilized for imparting a sliding movement to the disc 22 upon the shaft 5, for controlling the opening and closing of the valves. This means includes a horizontally disposed transversely extending shaft24, arranged adjacent the forward end of the casing A, said shaft having its opposite ends journaled in suitable bearings 25, at opposite diametrical points on the casing. The shaft 24 is of course adapted for rocking motion and has fixed thereto intermediate its ends, in any suitable manner the shank 26 of a forked member 27. The legs of this forked member 27 extend on opposite sides of the hub of the disc 22, the extremities of the legs being provided with inwardly directed extensions 27, located within the groove of the hub 22. Rocking movement of the shaft 24 being imparted thereto from the operator of the vehicle through the medium of an operating lever 28, which extends upwardly through the forward part of the vehicle in convenient reach of the operator of the vehicle. This operating lever 28' is secured at its lower end to one end of the shaft 24, which extends exteriorly of the casing A as shown to advantage in Figure 2. The said lever 28, being moved in one direction, will of course force the disc 22 into engagementwith the stem of the valve, moving the valve to an open position, to permit movement of the pistons. lVhen valves 9 are closed a reduction in the speed of rotation of the shaft 5 and gear 8 will result, since said shaft and gear will then be acting against a pressure caused through the actuation of the pistons against fluid in the cylinders D through the gears 14 and 15. Of course, during this time, it is to be assumed that the differential shaft 5 is being driven through the medium of the intermeshing gears.

The housing 13 has a split ring 28, circumjacent that portion of the housing B, which constitutes the gear chamber C. This split rin or band 28 is provided on its inner face with a suitable wear band 29, the construction being such as to simulate the construction of friction brakes. The ears on the band 28 are of course provided with aligned internally threaded apertures for threaded engagement with a suitable screw 30 rotatable in a housing 31, on the top of the casing A as shown in Figure 2. To one end of the screw 30 there is secured, as at 32, an operating lever 33, said lever also extending up wardly through a forward portion of the vehicle to be inconvenient reach of the operator of the vehicle. Thus it will be seen that upon operation of the lever 33, the ends of the bands '28 will be drawn toward one another through the operation of the screw 30, it being understood, of course, that the screw 30 is provided with suitable right and left hand threads as clearly illustrated. This drawing of the ends of the bands together willconsequently frictionally engage and tighten the band about the housing B,

placing a load uponthehousing B, which will, of course, cause the shaft 5 to move in a direction of rotation opposite from the shaft 5. i

For the purpose of convenience, the band 28 may be termed the reverse band.

From the foregoing then, it will be seen that in neutral position the valves 9' controlling the pistons are opened, and the reverse band 28 is released By pulling back upon the operating lever 33, the reverse band 28 will be tightened about the casing B, and the lever 28 is actuatedfor moving the valves 9 to an open position, so that, the gear 8 rotatable on the driven shaft 5 through the medium of the gears 12 will rotate the driven shaft 5 in an opposite direction, the pistons at this time Working back and forth,and the vehicle is standing in'reverse motion. To go'forward, the operator actuates the lever for releasing the reverse band 28 and further actuates the lever 28 for gradually closing the valves 9 thus gradually slowing down the movement of the pistons and when these valves are closed there is produced a lock unit, forward drive. i

Mani festly, when the valves are closed, the pistons will not move and then each shaft 5 and 5 will have the same speed. In this connection then, it will be noted that. this.

tightening of the band about thehousing B will act as a brakewhen the car is in forward motion, While the operation of the p1stons will act as a brake when the car is in In the modified form of 111" invention as illustrated in Figures 3 to 5 inclusive, the op.- eration is substantially the same and as therein illustrated the saidmodification embodies the outer casing A through. which extends crank shaft 39, 39, The crank shafts 39 3 9 each have one end thereof suitably journaled.

in the walls of housingB, the opposite ends of the shaft beingjournaled 1n asuitable bearing member 14, which extends horizontally and transversely within the chamber crank shaft-s 39.

C, said member being surrounded by the ears 8, 12, and 13. The gears 12 are fixed toand are adaptedfor rotation with the crank shafts 89, 39. Adapted for alternate reciprocatory movement within the cylinders DD are. the pistons 40 and 41 respectively, there being but. one piston in each of the said cylinders. These pistons have their connecting rods 40 and 41 respectively connected to the cranks of each of the The cylinders DD are each provided with lateral intake openings 42, and these openings areeach controlled by suitable valves 43. As shown the valves 43 are spring pressed, being operable through the closing or end wall of the re spective cylinders, adapted for reciprocatory movement within suitable bores formed on the side walls of each of thecylinders, the lower end of the valves extending into the bores, coil springs 4L4 arranged Within said bores, impingingagainst the said end of the valve for normally urging the valve outwardly for positioning the ports 43, of said valves to openposition withinthe port 42 of the cylinders (see FigureB).

1 The valves 43 similar to the valves 9" are to be actuated through the medium of a disc 22 on the motor shaft 5 said disc being also slidably received thereon and provided with the externally grooved hub 22". For operating the disc for controlling the valve, there is provided a suitable rock shaft 241 having its opposite ends journaled in diametrically opposed bearingsformed on the outer T,

casing A (see Figure't). Depending from the shaft 24 is the member 26, said member having a shank at its upper end fixed to an intermediate portion of the rock shaft 24 and said shank at its opposite end terminating in a fork,'the legs of which are disposed along diametrically opposite sides of the hub 27 and engageable in the groove of the hub as shown. Circumjacent the housing'B in the same manner with regard tothe housing B, 1s a split ring or band 28, which isformed at its opposite end with suitably internally threaded apertured ears for the threaded reception of the screw 30 and in this connection, it is to be seen that the screw 30, unlike the screw 30 is provided with spiral threads, the threads extending in but one direction, there being formed thereon no right and left hand threads as in the case of the first mentioned screw. This screw is also operable. Within a suitable housing 31 formed on the outer casing A. i

The band 28 is also provided with the lining 29f,zall of: which is engageable with the housing B" in the manneras described with regard to the preferred form of my invention. In this form ofmy invention, I prefer a simultaneous operation of. the valves 43- and the friction band 28. Accordingly, the rock shaft 2 1 on that-end, of which extends ex- 2 teriorly of the casing A is provided with a link 45, said link 45 being in the nature of a crank arm, the opposite end of the crank arm 45 being pivotally connected as at 46 to the Operating lever 33, which extends upwardly from one end of the screw 30 to project into the forward portion of the vehicle within convenient reach of the operator of the vehicle as is the case with the operating lever 33, the link 45 being operatively connected with said rock shaft 24: by a crank as at 47. Thus it will be seen that by the actuation of the lever 33, the disc 22 will be actuated on the shaft 5*- for controlling the valves 43 and the band 28 simultaneously actuated therewith for frictional engagement with the housing B. This of course, without materially differing the operation of the mechanism, with regard to the operation as disclosed in the preferred embodiment of my invention. The onlydifference of course being the provision of the pistons operatively associated with the gears 12'. consequently acting as a braking action for the shaft 5.

From the-"foregoing then, it will be seen hat I have provided an {improved clutch mechanism, which is comparatively simple in construction, strong, durable, practical, thoroughly reliable and positive in operation. and otherwise well adapted for the purpose intended. It is believed that from a study of the following description, taken in connection with the accompanying drawings, a thorough knowledge of the operation, construction, and advantages of a clutch mechanism constructed in accordance with this invention will be fullygleaned and readily understood by those skilled in this art. A more lengthy description thereof is deemed unnecessary.

Even though I have shown and described the preferred embodiment' my invention, it is to be understood that the same is'susceptible to changes fully comprehended by the spirit of the invention as herein de-:'

scribed and the scope of the appended claims.

What is claimed is:

1. In a clutch mechanism of the class described, a drive shaft. a driven shaft, a housing rotatably mounted on said shafts, each of said shafts'having a gear mounted on the inner end thereof, said gears being disposed in opposed relation, a pair of oppositely disposed gears rotatably mounted in said housing intermediate the first mentioned gears and adapted for mesh therewith, said housing having a plurality of cylinders formed therein. pistons mounted for reciprocation within said cylinders, and means operatively connecting said pistons with the gear on said drive shaft. 7

2. In a clutch mechanism of the class de-' scribed, a drive shaft, a driven shaft, a housing rotatably mounted on said shafts, each of said shafts having a gear mounted on the inner end thereof, said gears being disposed in opposed relation, a pair of oppositely disposed gears rotatably mounted in said hous ing intermediate the first mentioned gears and adapted for mesh therewith, said housing havinga plurality of cylinders formed therein, pistons mounted for reciprocation within said cylinders, and means operatively connecting said pistons with the gear on said drive shaft, a friction band disposed about said housing, and manually operable means for drawing said band into frictional engagement with said housing.

3. In a clutch mechanism of the class described, a drive shaft, a driven shaft. a housing rotatably mounted onsaid drive and said driven shafts, gears on the inner ends of said shafts within said housing, said gears being disposed in opposed relation, a pair of oppositely disposed gears rotatably mounted with in said housing and adapted to mesh with the first mentioned gears, said housing having a plurality of cylinders formed therein. pistons mounted for reciprocatory movement Within said cylinders, gears rotatably mou'nted adjacent one end of said cylinders, an operating connection between said pistons and the last mentioned gears, the gear on said drive shaft having teeth on opposite faces thereof, the teeth on one-face thereof in mesh with the first mentioned gears in said housing, and the teeth on the other face of said gear adapted to mesh with the second mentioned gears, said cylinders being adapted to contain fluid, said cylinders having openings formed in the walls thereof, valves controlling said openings, manually controlled means for opening and closing said valves, a reverse band surrounding said housing and adapted for frictional engagement with said housing, said shafts and said housing adapted to rotate in the same direction when said valves are in an open position and said reverse band is out of engagement with said housing.

4. In a clutch mechanism of thc'class de- :cribed, a drive shaft, a driven shaft. a hous- .mounted adjacent one end of said cylinders,

an operating connection between said pistons. the gear on said drive shaft having teeth on opposite faces thereof, the teeth on one face thereof in mesh with the first mentioned gears in said housing, and the teeth on the other face of said gear adapted to mesh with the second mentioned gears, said cylinders n lull being adapted to contain fluid, said cylinders having openings formed in the walls thereof, valves controlling said openings, manually controlled means for opening and closing said valves, a reverse band surrounding said housing and adapted for frictional engagement with said housing, said shafts and said housing adapted to rotate in the same direction when said valves are in an open position and said reverse band is out of engagement with said housing, and manually controlled means for moving said band out of frictional engagement with said housing whereby when said valves are moved to a closed position said drive and said driven shafts will be operatively connected to provide a forward drive.

5. In a clutch mechanism of the class described a drive shaft, a driven shaft, a housing rotatably mounted on said drive and said driven shafts, oppositely disposed gears carried by the adjacent ends of said shafts, intermediate gears carried by said housing and adapted to mesh with the first mentioned gears, said housing having a plurality of cylinders formed therein, said cylinders adapted to contain fluid, pistons mounted for reciprocatory movement within said cylinders, gears rotatable adjacent one end of said cylinders, an operating connection between said gears and said cylinders, the gear on said drive shaft having teeth on the forward and rear face thereof, the second mentioned gears adapted to mesh. with the teeth on the rear face of said gear, the gear on said drive shaft having the teeth on its forward face adapted to mesh with the second mentioned gears in said housing, valve controlled openings in the walls of said cylinders, spring means nor mally maintaining said valves in aclosed position. manually controlled means for moving said valves to an open position, a reverse band surrounding said housing, and means for simultaneously moving said valves to a closed position and for releasing the band about said housing.

6. In a clutch mechanism of the class described a drive shaft, a driven shaft, a housing rotatably mounted on said drive and said driven shafts, oppositely disposed gears carried by the adj acent ends of said shafts, intermediate gears carried by said housing and adapted to mesh with the first mentioned gears. said housing having a plural ty of cylinders formed therein, said cylinders adapted to contain fluid, pistons mounted for reciprocatory movement within said cylinders, gears rotatable adjacent one end of said cylinders, an operating connection between said gears and said pistons, the gear on said drive shaft having teeth on the forward and rear face thereof, the second mentioned gears adapted to mesh with the teeth of the rear face of said gear, the gear on said drive shaft having the teeth on its forward face adapted to mesh with the gears in said hous ing, valve controlled openings in the walls of said cylinders, spring means normally maintaining said valves in a closed position, manually controlled means for moving said valves to an open position, a reverse band surrounding said housing, and means for FORD S. MILLER. 

